Dumping-wagon.



No. 689,950. Patented nec. 3|, mol.

M. s; Burman..

DUMPING WAGON.

(Application filed Nov. 10, 1900.) (Nn Model.) 2 Sheets-$heet I'.

Nu. 689,950. Patented Dec. 3|, |90I.

M. G. BUNNELL.

DUMPING WAGON.

(Application tiled Nov. 10, 1900.) (No Model.) 2 Sheets-Shel# 2.

laf/tala zmzzcl, d j, @wipt/' iIniTnn STATES y PaTiNT OFFICE.

NORTON G. BUNNELL, OF CHICAGO, ILLINOIS, ASSIGNOR TO FREDERICK C. AUSTIN, OF CHICAGO, ILLINOIS.

DUIVIPING-WAGON.

SPECIFICATION forming part of Letters Patent No. 689,950, dated December 31, 1901. Application filed November 10, 1900. Serial No. 36,143. (No model).

To @ZZ whom zt may con/cern:

Be it known that I, IWIORTON G. BUNNELL, a citizen ofthe United States, residing at Chicago, in the countyof Cook, State of Illinois,

have invented a certain new and useful Improvement in Dumping-Vagons, of which the following is a specification.

My invention is susceptible of application to or embodiment in wagons for various purio poses; but it is more particularly directed to the improvement of dumping-wagons.

Objects of my invention are to provide a short-coupled wagon adapted to turn in a short space and at the same time to avoid the I5 presence of any obstruction to free dumping from t'ne bottom of the wagon, to permit the wheels to readily adjust themselves to any unevenness in the street or road without causing undue strain on the running-gearor other 2o portions of the wagon, to attain the foregoing ends and also permit the weight of the load to be uniformly distributed upon the wheels, and to provide certain matters of construction serving to generally increase the serviceability and efficiency of dumpingwagons.

To the attainment of the foregoing and other useful ends my invention consists in matters hereinafter set forth.

3o In the accompanying drawings, Figure l represents, partly in section and partly in side elevation, a wagon generally embodying the principles of my invention, portions of one side of the body being broken away in order to illustrate, principally in vertical section, the forward running-gear and its connection with the wagon. The rear wheel shown at the near side of the wagon is also for convenience shown partly broken away.

4o Fig. 2 is a detail view showing on a larger scale a portion of the forward running-gear illustrated in Fig. l, the bolster illustrated in Fig. l being, however, omitted in Fig. 2, in which latter the upper portion of the kingbolt is also broken away for convenience of illustration. Fig. 2 is asection through bearingI on Z Z in Fig. 2. Fig. 3 is a detail mainly showing a top plan view of the iifthwheel, bolster, and adjuncts, the end por- 5o tions of the bolster being broken away for convenience of illustration. Fig. 4 is a bottom plan view mainly of the fifth-wheel and axle, the end portions of the axle being for convenience of illustration broken away. Fig. 5 is a detail view mainly showing the g5 fifth-wheel and certain adjuncts in front elevation, the upper portion ofthe bolster and the end portions of the axle being broken away for convenience of illustration. Fig. G

is avertical section through the bolster, t'th- 6o l wheel, middle portion of the axle, and forwardly-projecting side pieces of the wagonbody on line @c in Fig. l, the end portions of the axle, the front wheels, the king-bolt, and certain other bolts being shown in elevation. Fig. 7 isa sectional plan on line y p in Fig. G, the axle, Wheels, and lower circle of the fifth-wheel being illustrated in top plan.

The wagon-body A can be adapted fordis- 7o charging the load in anysuitable way,itbeing, however, preferable to adapt it for discharging theload asin Letters Patent ofthe United States No. 635,421, dated October 24, 1899, or substantially in accordance with the principle therein illustrated, it being observed that in said patent the wagon-body is provided with bottom boards, which open downwardly for the purpose of dumping below.

The wagon-body A is preferably construct- 8o ed with a downwardly and rearwardly inclined front end l, and provided with forwardly-projecting side pieces 2, which eX- tend beyond the inclined end 1 of the wagon box or body and connect with the upper portion of the front bolster B, as in Figs. l and 6, it being observed that in Fig. l portions of the nearest side-board 2 are broken away for convenience of`illnstration.

The wagon may have any suitable construc- 9o tion or arrangement of mechanism adapted for securing the dumping action and arranged to be controlled by the driver, it being, however, regarded unnecessary to particularly describe snch mechanism in this application.

The front bolster B is arranged over the front axle C and is positioned between the front wheels 3, upon which latter the front axle is supported. The bolster is supported upon the axle through the medium ot' the inloo tervening fifth-wheel D, which comprises a lower circle or an nnlar plate 4, having a diametric web or cross-bar 5, and a similar upper circle or annular plate 6, having a diametric web or cross-bar 7. The lower circle of the fifth-wheel is secured to the axle by bolts 8, Fig. 6, and the upper circle is secured to the lower side of the bolster by bolts 9. A metal strip or plate 10 (see Fig. 6) is preferably secured to the lower side of the bolster andpractically formsapart of the same. The comparatively long king bolt E extends through the bolster, the central portions of the cross-bars 7 and 5 of the circles of the fifthwheel, and the middle portion of the front axle, said king-bolt being of a length to permit it to have a relative longitudinal play through thesaid members in which it has its bearings, the object of this arrangement being to permit either of the front wheels when running into a depression in the road to tilt the front axle and lower circle of the fifthwheel without materially rocking the bolster and without injuriously straining the running-gear or other parts of the wagon. Illustration of this action is best afforded by Figs. 1 and 6, and particularly by the latter, in which the king-bolt is normally maintained at the limit of its relative longitudinal movement in an upward direction by a spring F, arranged about a portion of the king-bolt shown projecting above the upper portion of the bolster and confined between the upper portion of the bolster and a nut or stop 11 on the upper end of the king-bolt. When, therefore, one of the wheels 3 runs into a depression in the road, the lower circle of the' fifthwheel will tilt with the axle, which latter will draw down the king-bolt to an extent proportional to the tilt of the lower circle of the fifthwheel. For example, should the wheel shown at the right in Fig. 6 run into a depression in the road the axle will tilt downwardly in conformity with such depression of the wheel, and in so doin'g it will cause` the fifth-wheel to open-that is to say, the lower circle of the fifth-wheel will tilt in conformity with the movement of the axle, and in so doing its portion atv the left will bear against the upper circle, while the remaining portion of the lflower circle to the right of such bearing-point will tilt downwardly and separate from the upper circle. In order to thus permit the axle and lower circle of the fifth-wheel to tilt or rock independently of the king-bolt bolster, the lower circle and axle are adapted to have a rocking connection with the king-bolt-as, for example, the hole l2, formed through the axle for the passage of the king-bolt, is laterally enlarged toward its upper end in directions coincident with thc axis of the axle, and the transverse web 5 or other, like middle portion of the lower circle of the fifth-wheel is provided with a slot 13, corresponding and registering with the upper end of the openving 12 through the axle. As an obvious expedient the axle can be suitably braced at a point where it has rocking connection with the king-bolt, and any suitable mechanical estese construction of rocking connection can he em: ployed, it being observed that regardless of the size of the lower portion of the opening 12 through the axle the king-bolt has a suitable bearing for its lower end portion in an opening formed through the middle of a crossbrace G, Figs. 1 and 2, which is bent' downwardly at its middle portion, so as to fit against the under side of the axle. The ends of this cross-brace G are rigidly secured to the front and rear portions of the lower circle of the fifth-wheel by bolts 14, in which way said brace, which is adapted to form a seat for the reception of the axle, serves to provide a strong bearing for the lower end portion of the king-bolt, itbeing observed that the hole through said brace can be expanded laterally and upwardly or otherwise made, so as to provide a suitable rocking connection for the king-bolt, the general result, however, being that the front axle and lower circle have a rocking connection with the king-bolt and,

conversely, the bolster and upper circle have a relative rocking connection with the` lower circle and the front axle.

While I regard the employment of a spring for normally holding up the king-bolt as a matter of further improvement, it will be obvious that should the spring be omitted and the king-bolt be made of a length to have a limited extent of longitudinal play the rocking or tilting action hereinbefore described would be attained, in which case, however, the king-bolt would drop down from the position shown in Fig. 6, so that its upper end portion in place of normally projecting above the upper side of the bolster, as in Fig. 6, would normally project below the axle or brace G, where the latter is present. In either case, however, the pressure of the spring arranged in opposition to the relative separation of the axle from the bolster when either end portion of the axle is tilted downwardlyis manifestly desirable and important, an illustration of the principle involved being afforded by the drawings, wherein it will be seen that when, for example, the kingbolt E shown arranged to slide through openings in both the axle and the bolster is normally maintained by the spring at the limit of its extent of upward projection the extent of separation between the axle and bolster will be limited by stops, such as the heads or nuts on the ends of the bolt, and that the spring will, in effect, operate as a yielding spring connection between the bolster and axle and tend to normally maintain the two in the relative positions shown in Fig. 6. I t will also be seen that by a mere reversal of the arrangement shown in such figure, whereby the upper stop in the bolt will normally engage the bolster, while the lower end portion of the holt will normally project below the axle, as hereinbefore mentioned, the down tilt of the axle instead of drawing down the bolt against the spring resistance will cause the axle to slide downwardly on the IOO v IIO lower end portion of the bolt and against a yielding spring resistance. In each case, however, considering the bolster as one member and the axle as another member, it is manifest that when the axle tilts downwardly at either end a relative sliding action will take place between the king-bolt and one of said members, the movement being opposed by a yielding spring resistance tending to normallyoppose the separation of the axle and bolster; also, that in either case the tilt of the axle independently of the bolster may be permitted by laterally enlarging an opening formed in one member for the hing-bolt, it being regarded as a matter of further and 'special improvement to thus laterally enlarge the opening in the axle and extend the kingbolt up through and beyond a bore in the bolster, as illustrated, whereby weakening of the bolster is avoided and an extended bearing provided thereon for the king-bolt, which affords a pivotal connection between the axle and the bolster.

The bolster can be provided with any desired arrangement of bearing or bearings for the king-bolt, a bearing 15 for such purpose being shown in Fig. 6 as fitted in the lower portion of the bolster.

The upper circle of' the fifth-wheel is further connected with the bolster and steadied by front and rear inclined braces 16, having their upper ends connected with the upper portion of the bolster by bolts 17 and having their lower end portions connected with the upper circle of the fifth-wheel by bolts 18.

The bolster is rigidly connected with the wagon box or body by an inclined reach l-I, which is secured to the front end of the wagonbody and arranged to extend downwardly and forwardly therefrom. The reach H consists simply of a rod or bar adapted at one end for securement to the front end of the wagon box or body and having at its lower end a horizontally-arranged and forwardly-extending portion 15, which is arranged upon the upper circle and secured thereto by one of the bolts 18, as more clearly shown in Fig. 2. This horizontally-arranged extension of the reach-bar H is preferably extended over the cross-bar 7 of the upper circle ofthe fifth-wheel and fitted within a mortise in the under side of the bolster, thereby further connecting the reach-bar with the bolster and also providing the bolster with a bearing 15 for the king-bolt, as hereinbefore described, it also being observed that the plate lO hereinbefore described in connection with Fig. 6 is recessed or divided to receive the forward portion 15 of the reachbar, thereby further providing a secure connection between the reach-bar and the bolster. The lower end portion of the reach-bar is also adapted to straddle or embrace the rear portion of the fifth-wheel without, however, interfering with the relative rocking action of the front axle and bolster, and to such end the lower portion of the reach-bar is provided with a lip or bracket I, which extends under the rear portion of the lower circle of the fifthwheel. The upper portion of the lip I, which is next to the under side of the lower circle l ofthe fifth-wheel, is transversely rounded, as shown in Fig. 2, so as to f'orm a rounded bearing on which the lower circle can rock. This bearing is on aline taken longitudinally and centrally through the Wagon and running-gear thereof and intersecting the king-bolt and is adapted to prevent the fifth-wheel, and particularly the lower circle of the fifth-wheel,

from tilting down rearwardly of the axle, it being observed that the bearing formed by said lip may be a little below the lower circle of the fifth-wheel when the latter is in a horizontal position. lVith this arrangement the lower circle of the fifth-wheel will rock upon the rounded bearing portion 19 of the lip I when one of the front wheels runs into a depression', the rocking or tilting action of the lower circle in such case being about an axis oblique to the axle and indicated by dotted line 2O 2O in Fig. 7. As a simple arrangement an inclined draft-bar H is provided at its upper end with a bracket-plate 21, which is bolted to the inclined front end 1 of the wagon box or body. It will be seen by this arrangement that the wagon is coupled practically as short as possible and that no obstruction is placed in the way of dumping or discharging the load through the bottom of the Wagon box or body.

What I claim as my invention is- 1. In a wagon, the fifth-wheel comprising` an upper vsection secured to the bolster, and a lower section secured to the front axle; the bolster having a vertical, central bore from top to bottom; the front axle having an opening in register with the bore through the bolster; a king-bolt passing through the opening in the axle and bore in the bolster and made of a length to project above the bolster; and a spring arranged to normally maintain the upper end of the king-bolt projected above the bolster.

2. A dumping-wagon comprising a dropbody having forwardly-extending upper side portions or members, a bolster connected with said forWardly-extendin g upper side portions of the drop-body; an inclined reach-bar H rigidly secured at its upper end to the forward end of the drop-body and rigid at its lower end with the upper section of a fifthwheel and the bolster; a fifth-wheel comprising an upper section secured to the bolster, and a lower section secured to the front axle; a king-bolt forming a central pivotal connection between the bolster and front axle; and the front axle having an opening for the kingbolt enlarged laterally to an extent to permit the axle to tilt downwardly at either end independently of the bolster.

3. In a wagon, the front bolster and the front axle respectively secured to the upper and lower circles of the fifth-wheel; the kingbolt extending through the bolster and the front axle and having a limited extent of ver- IOO IIO

tical play; the reach connecting the forward end of the wagon box or body with the upper circle and having a bearing-lip extending under the rear portion of the lower circle of the fifth-Wheel; the said front axle having an opening through which the king-boit passes laterally extended toward its upper portion in directions parallel or coincident with the axis of the front axle.

4. The combination of a bolster, axle, and king-bolt; the king-bolt and one of said members having a relatively sliding connection, with the king-bolt extending through and normally projecting out from said member to permit such relative sliding movement between the two; and one of said members being provided with an opening` through which the king-bolt extends, which said opening is laterally expanded relatively to the king-bolt and in a direction to permit the axle to tilt independently of the bolster.

5. The combination of a bolster; an axle adapted and arranged to tilt independently of the bolster; a spring arranged to normally oppose such independent tilt on the part ot vthe axle; and a king-bolt extending through the bolster and axle and of a length to normally project out from one of said members and permit a relative sliding action between one of such members and the king-bolt when the axle is tilted independently of the bolster.

6. The combination of a king-bolt; an axle having a rocking connection with the kingbolt; a bolster with which the king-bolt has a sliding connection; and a spring arranged between an upper stop on the king-bolt and a lower bearing on the bolster.

7. The combination of a bolster; an axle adapted and arranged to tilt independently of the bolster; a fifth-Wheel comprising an upper circle. secured to the bolster, and a lower circle secured upon the axle; a king-bolt providing a pivotal connection between the bolster andaxle and of a length to permit a rel- MoRToN G. BUNNELL'.

Witnesses:

A. CAMERON, J. F. GONE. 

